cat lebw0009-00

G16CM34

TECHNICAL INFORMATION G16CM34 ENGINES

A P P L I C A T I O N A N D I N S T A L L A T I O N G U I D E

Contents

Engine Description ............................................................ 2

General Engine Data.......................................................... 4

Emissions ........................................................................ 6

Sound Level Data ............................................................. 7

Airborne Sound Level Linear Decibels (dB) ....................... 7

Airborne Sound......................................................... 7

Exhaust Sound Level Linear Decibels (dB) ........................ 7

Exhaust Sound ......................................................... 7

Combustion Air Sound Level Linear Decibels (dB) ............. 8

Combustion Air Sound............................................... 8

Engine Startup Cycle......................................................... 9

GCM34 Starting Time................................................ 9

Engine Load Strategy .......................................................10

Lubrication Oil .............................................................10

Jacket Water...............................................................10

Speed / Load Ramp......................................................10

Engine Heat Balance ........................................................12

Engine Derate Information.................................................14

Fuel Quality Derate ......................................................14

Altitude Derate ............................................................15

Ambient Air Temperature Derate ...................................16

Scope of Supply ..............................................................17

General.......................................................................17

Minimum Scope of Supply ............................................17

Optional Supply ...........................................................18

Gas Engine Auxiliary Systems ...........................................18

Combustion Air System................................................19

General...................................................................19

Scope Considerations ...............................................19

Combustion Air Inlet Filter.........................................20

Connection of Turbocharger Air Inlet ..........................21

Exhaust Gas System ....................................................22

General...................................................................22

Scope Considerations ...............................................23

Exhaust System Design ................................................24

Crankcase Ventilation System .......................................24

Fuel System ................................................................26

Gas Regulating Unit (Fuel Skid)..................................28

Main Fuel Gas Line...................................................28

Pre-Chamber Fuel Gas Line........................................28

Compressed Air Supply for Fuel Skid..........................29

Fuel Quality.................................................................30

Fuel Quality Information............................................30

Auxiliary Skid ..............................................................31

Lubricating Oil System..............................................32

Cooling Water System..............................................35

Flex Connection Installation ..........................................40

Air Consumption of the Instrumentation .........................41

Starting Gas/Air System ...............................................41

Gas Starters T112-V ................................................42

Air Starters T121-V .................................................42

Engine Barring Device...................................................44

Engine Electric.................................................................45

Engine Speed Governing ...............................................45

Fuel Flow Calculation ...................................................45

Open-Loop Fuel-Flow Calculation ...............................45

Closed-Loop Fuel-Flow Calculation .............................45

Engine Control and Monitoring.......................................45

Engine Control Module (ECM) ....................................45

Parameters Management...........................................46

Local Control Panel ......................................................47

Network Communication...........................................47

Ethernet..................................................................47

Modbus ..................................................................48

ControlNet ..............................................................48

Wiring ........................................................................48

Cable Plan Diagram (Example Only) ............................50

Cable Plan Description (Example Only)........................51

List of Wires for a GCM34 Application .......................54

PLC System ................................................................61

Engine Derate..............................................................61

Switches & Lamps .......................................................61

Summary Alarm Lamp (SAL) .....................................61

Summary Shutdown Lamp (SSL)................................61

Engine Running Lamp (ERL).......................................61

Reset Push Button (RPB)...........................................61

Engine Control Switch (ECS) .....................................62

Emergency Stop ......................................................62

Control Concept between the Engine and Compressor......62

Grounding...................................................................63

Grounding Electrode System .....................................63

Grounding Electrode Conductors................................64

Sizes and Materials of Alternating Current Grounding

Electrode Conductor.................................................64

Sizes and Materials of Direct Current Grounding Electrode

Conductors .............................................................64

Engine Block ...........................................................64

Fuel Skid.................................................................65

Auxiliary Skid ..........................................................65

Air Filter .................................................................66

Local Control Panel ..................................................66

Crankcase Ventilation...............................................67

GCM34 Gas Engine Factory Acceptance Test (FAT).............67

Standard FAT Measuring Points (Test Cycle) ...............68

Installation Recommendations ...........................................68

Engine Lifting ..............................................................69

Engine Mounting..........................................................70

Engine Block Foundation ...........................................70

Tightening Forces ....................................................71

Thermal Expansion.......................................................72

Alignment Specification ............................................73

Static Load .............................................................73

Center of Gravity .........................................................75

Center of Gravity .........................................................76

Auxiliary Systems Basic Data ........................................77

Installation Recommendation.........................................77

Flushing and Cleaning the Interconnect Piping .............77

Caterpillar System Filter Requirements........................78

Engine Vibration ..............................................................80

Torsional Vibration Limit ...............................................80

Torsional Vibration Analysis (TVA) Information................81

Measurement Locations ............................................81

Flywheel and Damper Information ..............................82

Crankshaft Stress Limits ...........................................83

Coupling .....................................................................83

General Installation Guidelines ...........................................84

Installing the Equipment................................................84

Specific Installation..........................................................86

List of Standard Installation Drawings ............................87

Mechanical Installation Drawings ...............................87

Electrical Installation Drawings ..................................88

Engine Shipping and Preservation ......................................90

Engine Transportation...................................................90

Storing the Equipment ..................................................90

Engine Preservation......................................................90

N 576-3.2 Tectyl Heavy- Duty Outside Preservation ....91

N 576-3.3 Engine Inside Preservation .........................91

Painting ..................................................................91

Appearance of the Engine .........................................91

N 576-4.3-Painting ..................................................92

N 576-5.2 VCI Packaging .........................................92

N 576-5.2 Suppl.1, Information Panel for VCI

Preservation and Inspection.......................................92

N 576-5.1 Corrosion Protection Period, Check and

Preservation ............................................................92

2010 Caterpillar All rights reserved.

Information contained in this publication may be considered confidential. Discretion is recommended when distributing. Materials and specifications are subject to change without notice.

CAT, CATERPILLAR, their respective logos and Caterpillar Yellow, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

Foreword This section of the Application and Installation Guide lists Technical

Information for Caterpillar engines listed on the cover of this section. Additional engine systems, components and dynamics are addressed in other sections of this Application and Installation Guide.

Engine-specific information and data are available from a variety of sources. Refer to the Introduction section of this guide for additional references.

Systems and components described in this guide may not be available or applicable for every engine.

Application and Installation Guide Technical Data G16CM34 Engines

2010 Caterpillar All rights reserved. Page 1

Technical Information G16CM34 Engines This guide provides technical data for the Caterpillar GCM34 engines

offered to the Petroleum Market. At the time of publishing, this data is correct; updates will be included periodically and this section republished. Dealers may use the Technical Marketing Information system for the most current data.

GCM34 engines were designed with additional emphasis on reliability and low operational cost through longer maintenance intervals and low lube oil consumption. The design features include:

Reduced number of components Simple maintenance, assembly and dismantling Under-slung crankshaft Split connecting rod for rapid and error-free assembly Long-stroke technology

The most renowned feature is the long-stroke, which improves combustion, lowers emissions, and reduces fuel consumption. With their improved combustion, GCM engines provide market-leading efficiency.

Technical Data G16CM34 Engines Application and Installation Guide

2010 Caterpillar Page 2 All rights reserved.

Engine Description The compact cylinder head is manufactured from nodular cast iron for high

rigidity, using the proven double-deck design. The head is mounted on the cooling water distributor, sealing between cylinder head, cooling water distributor and engine block is provided by means of o-rings and hydraulically tightened studs. Lube oil supply- and pre-chamber gas fuel supply lines are attached to the cylinder head block. A plug in socket for cooling water return from cylinder head into the cooling water distributor is provided for easy dismantling and assembly.

Combustion air is compressed in the high efficiency turbocharger and passed through a two-stage charge air cooler (aftercooler).

The compressor side of the turbocharger is equipped with a water wash system. The engine lubricating oil system provides lubrication of the turbocharger.

The exhaust gases from the individual cylinders flow through an exhaust manifold (one per cylinder bank) to the turbine side of the turbocharger. On the GCM34 engines, the turbocharger is mounted on the charge air cooler (after cooler) housing at the free end of the engine. The GCM34 engine uses two turbochargers.

A multifunction cooling water distributor is located between the engine block and each cylinder head to provide cooling of the upper section of the cylinder liner and the cylinder head. They are bolted to the engine block and tightened against the cylinder head.

The engine block is a single piece rigid construction made from nodular cast iron. All cooling occurs in the cooling water distributor and cylinder head resulting in a water free block (dry engine block). Combustion air ducting manifold and lube oil piping are cast, and the main oil galleries are drilled into the block. Large inspection doors provide good access for maintenance.

The crankshaft is manufactured from heat-treated, alloy steel and is mounted under the block (under-slung). The powerful main bearing trunions and the generous width of the crankshaft main bearings ensure low bearing loads and extended bearing life. By integrating gearing, and damper space within the block, numerous bolted connections are avoided, noise is dampened and vibration is reduced. Only four gear assemblies are required for the timing train.

The camshaft is made up of individual segments per cylinder. This combined with single piece camshaft sleeve bearings provide for easy servicing. Roller camshaft followers reduce camshaft wear.

The pistons are two part pistons, a forged piston crown with chromium plated piston grooves and steel skirt.



The cylinder liners are manufactured of a natural hardened centrifugal cast iron for minimum wear and good lubricating properties.

An anti-wear ring in the upper section of the liner provides stability and prevents carbon build-up at the piston crown.

The Engine Control Module (ECM) controls the speed governor, ignition timing, air/fuel ratio control, fuel pressure and detonation, and provides all monitoring and protection. The ECM is a combination of one master and two slave modules. Two Integrated Combustion Sensing Modules (ICSM), one for each bank, monitor the cylinder burn time, the cylinder exhaust port temperature, and the turbocharger inlet and outlet temperatures.



General Engine Data System Description Metric (English)

G16CM34

Cylinder Bore mm (in) 340 (13.4)

Stroke mm (in) 420 (16.5)

Displacement/Cylinder L (in3) 38.1 (2325)

Total Displacement L (in3) 610 (37209)

Rated Speed rpm 450 to 750

Engine Power @ 750 rpm kW (hp) 6100 (8180)

Engine Power @ 450 rpm kW (hp) 3662 (4910)

Firing Order CCW A1B3A3B5A5

B7A7B8A8B6A6B4A4B2A2B1

Combustion Air Flow Nm/hr (scfm) 32220 (20044)

Exhaust Flow Nm/hr (scfm) 33520 (20853)

Engine operation altitude limit w/o derate m (ft) 900 (2952)

Combustion air temperature limit w/o derate C (F) 38 (100)

Compression Ratio 11.4:1 Mean Effective Pressure Bar (psi) 16 ( 232)

Engine Efficiency Up to 43.5% (ISO 30461/1)

Crank Radius mm (in) 210 (8.3)

Connecting Rod Length mm (in) 985 (38.8)



System Description Metric (English)

G16CM34

Reciprocating Weight N (lbs) 1804 (405.6)

Lubricating Oil Capacity (Deep Oil Pan) m3 (gallon) 2.5 (660)

Lubricating Oil Consumption g/kWh (gal/hr) at full load 50% 0.3 (0.36) Engine Dimensions (Length/Width/Height) mm (in)

8405/2992/3875 (331/118/153)

Dry weight kg (lb) 82000 (180779)

Wet weight approx. (including lubricating oil and water content) kg (lb)

86500 (190700)



Emissions Emissions are typically measured as concentration-based units such as ppm

(parts per million), dry at actual oxygen content. Measured emission data is recalculated for each agencys requirement:

Primary pollutants from natural gas-fired reciprocating engines are (NOx), carbon monoxide (CO), and volatile organic compounds (VOCs unburned, non-methane hydrocarbons or NMHC). Formation of NOx is exponentially related to combustion temperature in the engine cylinder. Carbon monoxide, NMHCs and NMNEHCs are primarily a result of incomplete combustion.

The GCM34 engines are designed to operate at following not to exceed settings.

0.5 gNOx/bhp and hour 0.7 gNOx/bhp and hour

Standard Emission Values for NOx Setting (at test bench norm conditions)

Unit Value

Oxygen % 13.0 CO g/bhp-hr 4.0

NMHC g/bhp-hr 0.55 NMNEHC g/bhp-hr 0.35

HCHO g/bhp-hr 0.16 THC g/bhp-hr 9.50

Notes: These values are only for reference purposes.

Emissions data are site specific and vary with altitude, temperature, fuel composition and NOx setting.

Site specific emission calculations are available upon request.



Sound Level Data

Airborne Sound Level Linear Decibels (dB)

Measurement Geometry Metric (English)

G16CM34

Measurement Surface Area m2 (ft2) 220.16 (2369.7)

Measurement Segments 19 Distance to Adjacent Walls m (ft) 1.5 (5)

At Long Side: 1 (3.2) At Head Side: 1 (3.2)

Measurement Distances From Engine m (ft)

At Top Side: 0.5 (1.6)

Sound Level in Linear Decibels (dB) "Octave Band Center Frequency"

Sound Data 31.5 Hz

63 Hz

125 Hz

250 Hz

500 Hz

1 kHz

2 kHz

4 kHz

8 kHz

Linear [dB]

A-weighted [dB(A)]

Airborne Sound N/A 115 114 117 114 111 110 115 105 119 123

Airborne Sound Sound power measurement according to ISO 9614-2 (Intensity

scanning)

Sound power level (dB re 1e-12W) Exhaust Sound Level Linear Decibels (dB)


Sound Data 31.5 Hz

63 Hz

125 Hz

250 Hz

500 Hz

1 kHz

2 kHz

4 kHz

8 kHz

Linear [dB]

A-weighted [dB(A)]

Exhaust Sound 139 146 140 129 134 129 127 127 100 148 136

Exhaust Sound Sound power measurement according to ISO 9614-2 (Intensity

scanning)

Sound power level (dB re 1e-12W) Measuring point is at 3 m [9.8 ft] after the turbocharger, at the open

pipe.



Combustion Air Sound Level Linear Decibels (dB)


Sound Data 31.5 Hz

63 Hz

125 Hz

250 Hz

500 Hz

1 kHz

2 kHz

4 kHz

8 kHz

Linear [dB]

A-weighted [dB(A)]

Exhaust Sound N/A 81 89 100 109 120 113 136 127 136 137

Combustion Air Sound Sound power measurement according to ISO 9614-2 (Intensity

scanning)

Sound power level (dB re 1e-12W) A weighted Sound Power Spectrum is available on request.



Engine Startup Cycle Minimum Start Time from stop to full load: 205 seconds. Standard Start Time from stop to full load: 880 seconds.

Compressors typically get loaded in a single load step from approx. 10 20 % to 100%. The first 10 20 % is a function of the size of the compressor by-pass valve that re-circulates the compressed gas and gradually increases load on to the engine as engine speed is increased. It is recommended that the driven compressor bypass circuit be the same size as the compressor discharge piping for ease of starting and loading the engine.

Engine Startup Cycle

GCM34 Starting Time Minimum

Start Time [sec]

Standard Start Time

[sec]

Speed [1/min]

Engine load [%]

Exhaust ventilation/ pre lubrication

120 240 0 0

Purging 20 30 80 0 Starting 10 10 350 0 Speed ramp 40 150 750 0 Load ramp 15 450 750 100 Total time 205 880



Engine Load Strategy The G16CM34 can be operated continuously from 100% down to 50%

torque capability. In this torque range is no time limit of operation.

For a short period time the engine is capable operate down to 20% of rated torque. For every hour of low load, 12hours of full load must follow.

Lubrication Oil Minimum lube oil temperature for engine starting ....................... 5C (41F)

Minimum lube oil temperature to perform a minimum start time 27C (81F)

Minimum lube oil temperature before loading the engine ......... 40C (104F)

Minimum pre-lubrication oil pressure before start................. 0.5 bar (7.2 psi)

Jacket Water The minimum cooling water temperate before start ................ 40C (104F)

Before loading the engine from 50% to 100%, the cooling water temperature must be above ................................................. 50C (122F)

Recommended preheat cooling water temperature.................. 50C (122F)

For the Minimum Start Time, the engine must be preheated .... 80C (176F)

Speed / Load Ramp Speed ramp recommended ................................................... 2 - 4 rpm/sec

Speed ramp maximum rate* .................................................... 10 rpm/sec

Load ramp recommended .................................................0.36% rated/sec

Load ramp not to exceed** .................................................. 3% rated/sec

* temperature must be stabilized at 80C (176F)

** temperature must be stabilized at 80C (176F) and engine must be at full rated speed of 750 rpm; engine speed can drop down to minimum of 450 rpm during the loading sequence.

On the following diagrams the maximum torque curves, as well as a starting curve with unloaded compressor, can be found. These are to be considered as not to exceed values within engine operation.

Maximum torque during startup may not exceed the load curve in the graph below.



Maximum Allowed Start up Torque Engine Speed RPM

Torque ft-lb

Torque N-m

Equivalent bhp

Equivalent bkW

MAXIMUM ALLOWABLE START UP TORQUE LOADS

0 3200 4339 0 0

75 2100 2847 30 22

150 2815 3817 80 60

225 4000 5423 171 128

300 5670 7687 324 241

375 7810 10589 558 416

450 10450 14168 895 668

**Please refer to maximum engine load ramp-up and engine loading recommendations**

450 57284 77667 4908 3660

RECOMMENDED START UP TORQUE LOADING

0 3200 4339 0 0

75 2100 2847 30 22

150 2815 3817 80 60

225 4000 5423 171 128

300 5670 7687 324 241

375 7810 10589 558 416

450 10450 14168 895 668

525 13550 18371 1354 1010

600 17185 23300 1963 1464

675 17185 23300 2209 1647

750 17185 23300 2454 1830

**Please refer to maximum engine load ramp-up and engine loading recommendations**

750 57284 77667 8180 6100



Engine Heat Balance The engine heat balance is provided to properly size the radiators and heat

recovery systems for the high temperature (HT) and low temperature (LT) circuits.

The general heat balance information under ISO conditions for the G16CM34 is shown below.

Heat rejection factors are subject to change with ambient temperatures and elevation.

The project specific heat rejection calculations are provided for each site as part of the Caterpillar scope of supply.

Maximum coolant water temperature at the inlet 2nd stage after cooler.

SCAC inlet = Maximum 45C (113F) Engine derate when temperature exceeds 45C (113F)



G16CM34 Engine Heat Balance (site specific can vary)



Engine Derate Information The following derate values apply to the G16CM34 engines.

Temperature and altitude derates must be considered together and the larger derate of altitude and temperature or fuel quality derate must be applied.

Fuel Quality Derate Special rating request is necessary for Cat Methane Number 100.

Low Heating Value must be in a range of

Greater than 31.5MJ/Nm3 (800 BTU/SCF) and Less than 43,3 MJ/Nm3 (1100 BTU/SCF)

G16CM34 Fuel Derate

0.85

0.9

0.95

1

55 60 65 70 75 80 85 90 95 100

Caterpillar Methane Number

Fuel

Der

ate

Fact

or

Methane Number Fuel Derate Factor

55 0.85 56 0.86 58 0.88 60 0.90 62 0.92 64 0.94 66 0.96 68 0.98

70 - 100 1.00 Valid for: Altitude



Altitude Derate

G16CM34 Altitude Derate

0,8000,8200,8400,8600,8800,9000,9200,9400,9600,9801,000

0 500 1000 1500 2000 2500 3000 3500

Elevation in m

Alti

tude

der

ate

fact

or

Elevation

Feet Meters Derate Factor

0 0 1.000

820 250 1.000

1640 500 1.000

2460 750 1.000

2953 900 1.000

3280 1000 0.994

4101 1250 0.976

4921 1500 0.958

5741 1750 0.941

6561 2000 0.923

7381 2250 0.905

8202 2500 0.888

9022 2750 0.870

98042 3000 0.852

10663 3250 0.835

11482 3500 0.817

Valid for: MN>=70, Ambient Temperature



Ambient Air Temperature Derate

G16CM34 Temperature Derate

0.880

0.900

0.920

0.940

0.960

0.980

1.000

15 20 25 30 35 40 45 50

Temperature in C

Tem

pera

ture

Der

ate

Fact

or

Ambient Temperature C F

Temperature Derate Factor

15 - 38 100 1.000 39 102 0.994 40 104 0.987 41 106 0.981 42 108 0.974 43 110 0.968 44 111 0.956 45 113 0.944 46 115 0.932 47 117 0.920 48 118 0.908 49 120 0.896 50 122 0.884

Valid for: MN>=70, altitude



Scope of Supply

General A minimum standard scope of supply, and a list of options, has been

established for gas compression applications of the GCM34 engines.

The minimum scope of supply permits standardization of engine components and engine auxiliaries for a wide range of gas compression requirements under diverse site conditions.

The list of options reflect engine auxiliary components which may be included as part of the engines scope of supply or may be supplied by the customer.

Minimum Scope of Supply The following outlines the Caterpillar minimum scope of supply of engine

auxiliary systems:

Engine mounted air/gas starters Engine mounted air driven barring device Engine mounted oil pump Flexible coupling Caterpillar will conduct the Torsional Vibration Analysis (TVA) based

on the customer provided compressor data.

Flexible connectors, DIN to ANSI adapters for all the engine connection points.

Remote mounted fuel regulating skid Remote mounted engine auxiliary skid for cooling and lubricating oil

supply:

Cooling water pumps and temperature control valve Oil filters, oil cooler and temperature control valve Lubricating oil preheating system Cooling water preheating system Prelubrication pump Remote mounted crankcase ventilator with filter Remote mounted Local Control Panel Air Inlet filters



Optional Supply The following components are required for normal engine operation and

considered customer supplied equipment. Equipment listed herein can be quoted and included in the Caterpillar scope of supply at the customers request:

Complete exhaust systems with silencers Complete air inlet system Heat recovery system Radiator Engine skids and/or foundation Engine shelter

Gas Engine Auxiliary Systems Auxiliary systems are required for operation of the GCM34.

All required equipment is included in the Caterpillar standard scope of supply. This chapter gives a brief description of the standard auxiliary systems.

This section provides a brief description of the standard auxiliary systems.

Detailed information of components and processes of the auxiliary systems can be obtained from the attached Balance of Plant (BoP) and Process Installation Drawings (PID) included in the appendix of this document.

Combustion air system Exhaust gas system Fuel system Lubrication oil system Cooling water system Starting air/gas system Engine turning device Coupling Electrical system (3 phase power / AC/DC) Local Control Panel



Combustion Air System

General The G16CM34 engines have two turbochargers, which compress intake air

into a common intake manifold. The engine exhaust gases which are collected in two separate exhaust manifolds, one for each bank, drive the turbochargers. The compressed air is cooled in a two-stage after-cooler before reaching over the common intake manifold the combustion chamber.

Combustion air must be clean and cool; therefore special considerations in terms of temperature and quality are required. Air-borne debris is the major source for contamination and engine wear.

Inlet air must always be filtered by a sufficient air filter system that is adequate for the pollution of the air for area.

Scope Considerations The Caterpillar supplied air filters are dry paper element type filters

enclosed in a carbon-steel housing for outdoor installation. The air filter intake includes a protective rain. The design is made for normal dust areas.

In extremely dusty areas the filter element lifetime will be reduced, an alternate filtration system must be considered.

Oil bath filters are generally not allowed.

A differential pressure transmitter across the filtering elements provides filter restriction information. Engine performance will be adversely affected by excessive pressure drop (restriction) over the air intake system; therefore regular maintenance of the air filters is important.

A temperature element provides information on ambient air intake temperature.

An inlet air preheater is recommended in areas where ambient temperatures are below 20C (-4F) for an extended period of time.



Inlet Air Specification System Description Metric (English)

G16CM34

Air Temperature @ Air Cleaner, maximum C (F)

50 (122)

Air Temperature @ Air Cleaner, minimum C (F)

-20 (-4)

Air Inlet Restriction, With New Filter Pa (psi)

1200 (0.17)

Air Inlet Restriction, Not to Exceed Pa (psi)

3000 (0.453)

Air Inlet Restriction, Differential between A and B banks, maximum Pa (psi)

300 (0.045)

Combustion Air Inlet Filter The combustion air cleaner group is to be mounted off of the engine and

provide an ample air supply to the engine through a filter system.

Cleanliness of the filtering elements is controlled via a differential pressure transmitter directly mounted on the air filter housing.

The optional preheating device integrated into the air filter housing helps to keep control of ambient air inlet temperature in cold climates, below 20C (4F).

Note: A complete study of the air intake system should be performed by the customer to minimize the hot air recirculation.

For optimal performance in regions with significant rain and/or snow, a rain cap or snow hood is recommended to be attached to the air filter housing.



The air filter housing should be installed with sufficient distance from the exhaust stack facing outwork to prevent any re-circulation of exhaust gases in the combustion air system.

For further technical information please refer to Auxiliary Module information from your Caterpillar representative.

Connection of Turbocharger Air Inlet The thermal expansion and vibration must be taken in consideration.

Therefore the air inlet connection to the engine must always use a flexible compensator to avoid stress to the turbocharger connection. The air inlet tube can be turned in 15 segments from 0 to 90 forward.

Do not exceed manufacture misalignment values on flexible connections.


G16CM34

Air Inlet Connection Engine Side

Bellow and Adapter 333 mm

Air Inlet Connection Customer Side

Bellow and Adapter 16 ANSI 150#

Combustion Air Flow Nm3/h (scfm) 32220 (20044)

Maximum Inlet Air Temperature C (F)

38 (100) without derate 50 (122) with derate



Exhaust Gas System

General The exhaust gases from engine cylinders, which are collected in the

exhaust manifold, are used to drive the turbocharger. The GCM34 engines have two variable geometry turbochargers that compress air into a common intake manifold. Therefore, the GCM34 engines will have two separate exhaust gas outlets, which should be ducted and vented to the outside.

Note: The exhaust gas outlets can be combined into a single exhaust pipe, which must be properly sized for the total exhaust gas volume.

The exhaust pipe cannot be combined with exhaust from other engines.




G16CM34

Exhaust Outlet Connection Engine Side

Bellow DN 400

Exhaust Outlet Connection Customer Side

Bellow 16 ANSI 150#

Exhaust Flow Nm3/h (scfm) 33520 (20853)

Maximum Exhaust Gas Temperature After Turbocharger (Alarm Level) C (F)

460 (860)

Maximum Exhaust Gas Temperature After Turbocharger (Shutdown Level) C (F)

480 (896)

Scope Considerations The Caterpillar scope of supply for exhaust systems includes only the

expansion joints for the two customer connection points.

For safety reasons, it is recommended to add on an optional exhaust system ventilator system.

Typically, an exhaust system will require, as a minimum, ducting, exhaust silencer, expansion joints and relief valves. Systems can also include elements like catalysts and heat recovery systems.

The exhaust piping system must be insulated in order to prevent heat radiation.

Exhaust systems and air intake system must be separated to prevent pollution of intake air.

Thermal expansion must be taken into account when designing supports for exhaust systems. A steel pipe expands 0.0076 per meter and each 100F rise of exhaust temperature.

Exhaust lines must be self-supporting and cannot be attached to engine or engine skid.

No load on the turbocharger flanges is allowed.

If a catalyst is being used the flow restriction of the catalyst must be included in the exhaust backpressure calculation.



The exhaust system backpressure limitation of 4kPa (0.58 psi) is not to be exceeded.

Proper exhaust ventilation can greatly reduce the risk of backfiring.

Installation of rupture disks or spring-loaded relief valves in the exhaust system will prevent damage due to backfiring. Caterpillar highly recommends using rupture discs with all GCM34 installations.

Exhaust System Design Horizontal expansion must be guided away from the engine by fixed

mounting on the support closest to the engine.

To avoid damages by condensate water in the exhaust line, we recommend a slope exhaust stack with a minimum angle of 1% downward, away from the engine.


G16CM34

Exhaust Outlet Connection DN400 to 16 ANSI 150# bellow (1 connection point per turbocharger, total 2)

Mounting of Expansion Joints All bellows must be mounted with parallel flanges and without strain. Exhaust System Backpressure, Maximum kPa ( psi)

4 (0.58)

Loading on Turbocharger Inlet, Maximum

The bellows supplied by Caterpillar account for the maximum allowable loading on the turbocharger. All other external piping must be self-supporting. Do not support exhaust ducting on the engine.

Crankcase Ventilation System Crankcase emissions result from piston ring blow-by. The blow-by volume

varies according to cylinder pressure and component wear. Crankcase emissions contain exhaust gases, wear particles, oil, air, natural gas and fuel emissions.

To prevent pressure build-up within the crankcase, a ventilation system must be installed. The ventilation system includes a carbon cyclone filter and fan. Oil trapped in the filter will flow back to the oil sump. The fan is necessary to maintain a slightly negative pressure within the crankcase in



order to further reduce explosion risk. An engine mounted oil mist detector is part of the Caterpillar standard scope of supply.

For engines operating in an open environment the filter fumes are expelled to the atmosphere. In a closed environment the filtered fumes can be piped to the engine combustion air inlet. The crankcase ventilation system, CSA certified for operation in Class 1, Div. 2, Group D, is part of the Caterpillar minimum scope of supply.

Install the crankcase ventilator a minimum of 1.5 m (5ft) above the oil level.

A minimum vacuum pressure of -1 Pa (-4.00 in/H2O) must be maintained in the crankcase. For further technical information please refer to specific crankcase ventilation system information from your Caterpillar representative.



Fuel System The Caterpillar GCM engine family is designed to run on natural gas and an

adequate fuel analysis must be available for correct engine rating and configuration. The principle of the GCM-combustion is based on a prechamber/ main chamber system. Fuel gas is ignited in the prechamber, which distributes the ignition into the main combustion chamber of each cylinder. Every cylinder head is equipped with a Solenoid Operated Gas Admission Valve (SOGAV), which regulates the fuel flow through during the inlet stroke. The master ECM controls the opening time of the SOGAV.

The prechamber has mechanical check valve.

Each engine must have its own gas pressure-regulating unit, which will provide the correct fuel flow and pressures to the main chamber and prechamber fuel manifolds. The fuel pressure-regulating unit is part of the Caterpillar minimum scope of supply. The fuel-regulating unit will contain one main fuel supply line and one prechamber supply line with:

One common gas filter (2 ) with magnetic insert Individual pressure regulating valve with pilot valve I/P converter, input signal 4-20 mA, 0-6 bar (0-87psi) Electro-pneumatic shout-off valve


G16CM34

Inlet Pressure Gas Regulation Unit Bar (psi)

4.5 6.0 (65 87)

Gas Flow Prechamber Nm/h (scfm)

85 (50)

Gas Flow Main Chamber Nm/h (scfm)

1525 (898)

Gas Type Natural gas with MN 70.100 NM 55 to 69 only with derate

MN can be calculated by CAT software

The gas supplied to the fuel pressure-regulating unit must be filtered, dry, and must meet the required pressure ranges and quality guidelines described in the fuel quality section. Pipe sizing and distances from the gas-regulating unit to the engine should be optimized in order to ensure correct engine inlet fuel pressure and sufficient flow (maximum 5m (16.5 feet)).



Gas pressure must be constant at all times for all operating ranges and may not vary more than 1.7 kPa (0.25 psi).

Connection of the prechamber and main chamber lines to the engine must be through flexible connections, which are part of the Caterpillar scope of supply.

Note:

Maximum gas pressure: 6 bar ( 87 psi) Minimum gas supply pressure of 4.5 bar (65 psi) Minimum gas temperature at fuel skid inlet 0C (32F) Maximum gas temperature 60C (140F ) at fuel skid inlet Total gas flow 1610 Nm3/hr (950 scfm) Maximum distance from fuel skid to engine 5m (16.5 ft) Gas must be dry and clean

Schematic of G16CM34 Fuel System



Gas Regulating Unit (Fuel Skid) The fuel skid is an off-engine auxiliary equipment skid. It is part of the

Caterpillar standard scope of supply. The skid provides fuel gas to the engine with the required engine fuel inlet pressure and flow. It contains a gas filter, pressure regulating valves and safety valves.

Main Fuel Gas Line The main fuel gas line (MC) provides a pressure regulated fuel flow to the

engines combustion chamber. It consists mainly of a pressure regulator operated by an I/P converter. An electro-pneumatic shut-off valve (GSOV) is mounted between the gas pressure regulator and the engines Solenoid Gas Admission Valve (SOGAV).

Pre-Chamber Fuel Gas Line The pre-chamber fuel gas system (PC) is identical with the main fuel gas

system, only the pressure and volume specifications are different.



Compressed Air Supply for Fuel Skid Air consumption for each I/P-Transducer is 0.42 Nm/hr (0.25 scfm). Fuel

skid has two I/P transducers; each skid will consume 0.84 Nm/hr (0.50 scfm).

Main fuel line and Pre-chamber fuel line are equipped with Electro-Pneumatic shut-off valves. For each engine start, two valves (venting valves) will cycle from open to close, and two valves (shut-off valves) will cycle from closed to open.

Each valve will require 0.025 m (0.88 ft) for a total of 0.1 m (3.52 ft) per each engine start.

The air supply must be instrument quality.

Note: For detailed information please refer to the specific Fuel Skid manual available through your Caterpillar representative.



Fuel Quality Through extensive testing and field experience, Caterpillar established the

following guidelines for minimum gas fuel quality, which should be observed:

Fuel Quality Information Quality Metric (English) G16CM34

Min. 0 (32) Gas Temperature Before Engine Inlet C (F) Max. 60 (140)

Min. 4.5 (65) Gas Pressure Before Fuel Regulating Skid bar (psi) Max. 6.0 (87)

Maximum Gas Pressure fluctuation bar (psi) 0.017 ( 0.25)

Min. 31.5 (800) Minimum Lower Heating Value 1 w/o derate kJ/Nm (BTU/ft) Max. 43.3 (1100)

Min. 70 Minimum Caterpillar Methane Number w/o derate Max. 100 Maximum Sulfur as H2S mg/kJ (ug H2S/BTU) 0.43 (0.45)

Maximum Halide as Chlorine 0

Maximum Ammonia 0

Maximum Oil content 1.19 mg/kJ

Maximum Particles 0.8 mg/kJ

Maximum Silicon 0.1 mg/kJ

Maximum Water

Not allowed as a liquid. Vapor water content in the gas must be always above the deepest possible dew point temperature of the system.



Auxiliary Skid The auxiliary equipment skid houses the following:

Cooling water pump for jacket water heater (HT) Cooling water pump for oil cooler and charge air cooler SCAC (LT) Duplex oil filter Optional preheat systems for oil and cooling water Skid mounted sensors and pneumatic valves provide control and

monitoring of each circuit.

The skid provides easy customer connection points at the skid edges for connection points from the engine, the customer supplied radiator and the optional inlet air pre-heater.

It is recommended to install the combined module indoor, close to the engine, to achieve stable temperature conditions. Proper ventilation air supply is required for adequate pump motor cooling. In cases where the combined module is used under outdoor conditions, the ambient temperature must be taken in consideration. In cold climate the pipes system must be isolated to achieve the minimum start temperance for oil and water system from preheat system.



Lubricating Oil System

System Description The engine mounted, gear driven, lube oil pump draws lube oil from the

sump through a screen in the suction pipe and pumps it towards the combined module. Temperature control valve controls oil flow through the auxiliary skid mounted plate and frame heat exchanger and oil flow by-pass circuit, based on required engine oil inlet temperatures that are monitored. The temperature sensors provide the information to an off-skid control panel, which sends an electrical signal to the valves I/P transducer. The oil is cooled in the plate and frame type heat exchanger using the separate after cooler circuit cooling system, commonly referred to as the low temperature (LT) circuit.

A duplex oil filter filters the lube oil before it returns to the engine. The engine mounted emergency strainer provides additional protection before the oil starts lubricating the engine.

The system requires an electric pre-lubrication pump on the combined module, which will circulate oil from the sump to the above-described circuit before engine start and stop sequences (post lube).

System Specific Information The type of engine oil used has a significant influence on the service life

and performance of the engine. This greatly affects the engine cost of operating. The appropriate engine lubricant must be used to achieve long engine life.

The oil should reduce deposits in the engine and heat exchangers to achieve the longest possible change interval, lowest possible oil consumption and minimize engine wear. The base oil should be a high-quality solvent refined product from reliable source for gas engine lubricants. It should be resistant to oxidation and nitration, have good load carrying capacity as well as good thermal stability. Regenerated oils may not be used.

An optional automatic oil level regulator can be installed to ensure proper oil levels on a continuous basis. Connection points can be seen in the engine general arrangement drawings. Even if the oil level is regulated automatically, daily inspection of the entire lube oil system must be performed.

Interconnecting piping shall be stainless steel and pickled.

Lubricating Oil Recommendation Caterpillar recommends the use of Caterpillar original-supplied NGEO

lubricating oil. Viscosity class SAE 40 is required.

Also refer to project related documentation for lubricating oil recommendations.



The following table lists lubricating oils for Caterpillar engines. The oils in Column I are proven in use for Caterpillar engines. The oils in Column II are permitted for controlled use; permission by Caterpillar is required.


G16CM34

Viscosity / 40C (104F) SAE 40

Engine Oil Temperature at engine inlet, nominal C (F) 60 (140)

Main Oil Pump Flow Rate @ 750 rpm m/h (gpm) 168 (740)

Main Oil Pump Maximum Head bar (psi) 10 (145)

Pre-lubrication pump delivery M/h (gpm) 40 (176)

Pre-lubrication Pump Head bar (psi) 5 (73)

Oil Sump Capacity L (gal) 2500 (660)



Oil Change Oil change intervals are dependent upon the fuel quality, environmental

conditions, operating conditions, oil consumption, engine maintenance, total engine oil volume and quality of the oil. Oil level must be checked daily and should be topped off regularly. As maximum interval, oil should be topped off when 20% of the circulating volume has been used.

If a remote oil sump (external oil tank) is used, the minimum circulating oil volume requirements are 0.50 liters/kWh (803 gal per hour) at full load.

With this circulating volume, the oil should initially be changed every 7500 hours (See book A4.05.08 of technical documentation). This interval is a guide value only.

The lubricating oil must be changed when one of the values in the following table are exceeded.

The pentane and heptane insolubles must not exceed 2% by weight.

SOS Lube Oil Analysis Caterpillar recommends including sampling ports in the engine coolant

system and lubricant oil systems. The sampling port locations should be included in the application design layout. Caterpillar recommends SOS lubricant oil sampling before oil filter inlet.

During the first 500h the oil should be analyzed every 100h For more than 500h it is sufficient to analyze every 150h

Refer to Caterpillar document PEHJ0191 or LEBW495.



Cooling Water System

System Description

Low Temperature (LT) Aftercooler Circuit In the separate aftercooler circuit, referred to as the Low Temperature (LT)

cooling water system, the coolant is pumped from the combined module to the second stage of the engine mounted aftercooler, before returning to the module. After passing through the second stage of the aftercooler, the LT coolant is routed to the plate and frame heat exchanger mounted on the combined module.



The temperature control valve controls flow through the customer-supplied radiator and bypass, based on required LT engine inlet temperature, which is monitored before pump. The LT pump starts and stops with the engine.

Temperature approached for customer radiator design is 6C (11F).

LT Cooling Water System Metric (English)

G16CM34

Maximum LT Cooling Water Inlet Temperature SCAC C (F)

45 (113)

Engine Derate LT Cooling Water Temperature CAC C (F)



The temperature control valve controls flow through the customer-supplied radiator and bypass based on the required HT engine outlet temperature, which is monitored. The HT pump starts and stops with the engine. The HT-circuit includes a pre-heating unit in order to maintain the engine temperature for easy start-up. This unit is only in operation when the engine is stopped.

HT Cooling Water System Metric (English)

G16CM34

Maximum Jacket Water Outlet Temperature C (F)

90 (194)

Alarm: 93 (199) Maximum Jacket Water Outlet Temperature C (F) Shutdown: 98 (208)

HT Cooling Water Flow m3/h (gpm)

100 - 120 (440 528)

Designed HT Cooling Water Pressure barg (pisg)

4.5 5.0 (65 69)

Maximum HT Cooling Water Pressure barg (pisg)

6.0 (87)

Alarm: 4.0 (58) Minimum HT Cooling Water Pressure barg (pisg) Shutdown: 3.5 (51)

Temperature Differential Across Engine, Jacket Water Only, Not Including First Stage Aftercooler C (F)

T 5 - 10 (T 9 - 18)

General Information The expansion tanks and radiator are commonly not included in the

Caterpillar scope of supply, but can be quoted and included in the scope of supply upon customer request.

When sizing radiators, take into account the antifreeze concentration will decrease the cooling efficiency due to the reduction of the specific heat of the cooling water.



A radiator for each cooling circuit, HT and LT, must be used. Each circuit, HT and LT, must contain its own expansion tank.

The expansion tank volume must be calculated to the overall water volume in each circuit.

The expansion tank volume should be 10% to 15% of the total circuit water volume.

The engine provides various vent lines (37, 37a, 37b) in both circuits to purge trapped air. These 1 vent lines should be connected to the top of the expansion tank. Each circuit, HT: 37 and 37a (joined together) and LT: 37b, should be vented to its own expansion tank. Flexible connections must be used for all engine connection points. To provide a static pressure to the cooling water pump, the expansion tank button must be connected to the cooling water pump suction side and must be installed at a certain height in the system. The pipe diameter for static pressure pipe is 2.

The water level height must be between 4.5m to 10 m (15ft to 33ft) above the crankshaft center line. Shutoff valves are recommended for all expansion tank connections to allow the water to be shut off if needed.

A continuous venting of the system and a continuous static pressure must be ensured during operation.

Pre Heating and Temperature Requirements Electric heaters in the HT cooling circuit and a circulation pump accomplish

engine preheating. Engine preheating is important for ease of starting and quick engine load acceptance. Typically, the engine should be preheated to temperatures ranging from 60 to 80 C (140 to 176F).



The minimum cooling water temperate before start ................ 40C (104F)

Before loading the engine from 50% to 100%, the cooling water temperature must be above......................... 50C 122F)

Recommended preheat cooling water temperature.................. 50C (122F)

For the Minimum Start Time, the engine must be preheated to.................................................................. 80C (176F)

The jacket water pre heater is able to deliver 48 kW (2731 BTU) of heating power.

For combined modules process diagrams, please see the attached PID documents.

Detailed information can also be obtained from the auxiliary skid specification sheet included in the appendix of this document.

Cooling Water Requirements Always use clear, clean water. Key values for fresh water analysis must be

within the following ranges:

Cooling Water Requirements

Property Unit Maximum Limit ASTM Test

mg/L 170 Total Hardness

grains/gal 10 D1126

Acidity pH 7.5 to 8.0 D1293

mg/L 40 D512 Chloride Ion Content grains/gal 2.4 D4327

mg/L 100 Sulphate Ions

grains/gal 5.9 D516

mg/L 300 Total Solids

grains/gal 20 D1293

With low water hardness, the corrosion inhibiting effects of chemicals generally show the best results. At higher hardness values, and without hardness stabilization, chemicals react with the water content causing precipitations and reducing the overall corrosion inhibiting effect. An oil-based inhibitor may be used for slightly harder water conditions.

In cases where temperatures are at or below freezing, an anti-freeze must be added to the coolant. Only anti-freeze with corrosion inhibitor additive may be used. To obtain adequate corrosion protection, a minimum of 30%



and maximum of 50% concentration may be used. The antifreeze agent can consist of either ethylene or propylene glycol.

It is recommended to use Caterpillar distributed antifreeze/corrosion inhibitors (NGEC).

Recommended Antifreeze and Service Life

Antifreeze Service Lifetime*

Caterpillar NGEC Three Years Caterpillar DEAC Three Years ASTM D6210 Two Years ASTM D4985 One Year Caterpillar SCA and Water Two Years Commercial SCA and Water One Year * Service Lifetime is also limited by operation hours. Please refer to the engine Maintenance Schedule.

Flex Connection Installation All flexible connections are in the Caterpillar standard scope of supply.

Check the packaging of the rubber compensators for damage. Damaged compensators must never be released for installation.

Check the envisaged installation gap. The mating flange must be installed in true alignment.

Refer to the engine manual for the maximum allowable misalignment.

The maximum deviation within the installation gap in relation to the compensator is minus the corresponding expansion specifications.

Refer to the manufacturers values for the maximum lateral deviation of the flange.

Example:

For specific allowed deviation, please refer to the installation drawings and manual.



Air Consumption of the Instrumentation During normal operation, the steady state air consumption of each control

valve is 0.6 Nm/hr (0.35 scfm). The skid has 4 valves; therefore total steady state consumption per skid will be 2.4 Nm/hr (1.4 scfm).

Normal operation means that the valves are only making small adjustments at a time, and are not trying to quickly adjust for large variations.

In a worst case scenario, as seen during engine warm-up / loading cycle, you could have all four valves making large and quick adjustments simultaneously; in this case it would be possible for each valve to require 13.6 Nm/hr (8.0 scfm), and since the skid has four valves, there could be a maximum consumption of 54.4 Nm/hr (32 scfm) per skid. The duration of this maximum consumption will vary since it is dependent on the start-up and loading cycle of the engine.

For further technical information please refer to auxiliary skid information from your Caterpillar representative.

Starting Gas/Air System For compression applications, an engine mounted twin starter unit is part

of the standard equipment; the media can be gas TD112 or air TD121.

The Gas inlet pipe system should be sized to 3 to minimize restrictions and pressure reduction.

Starter air/gas exhaust piping should be designed to 4 to avoid any exhaust restriction. Backpressure in the starter exhaust system might prevent correct starter operation.

If the starter exhaust is combined with other engines starters, a check valve in the exhaust pipe must limit the backpressure to 34.4 kPa (5 psi).



Gas Starters T112-V Gas starters, such as the T112-V, are designed to operate at 10 bar (150

psi).

Air Starters T121-V Air starters, such as the T121-V, are designed to operate at 10 bar (150

psi).

For gas/air consumption, please consider a double starter system.




G16CM34

Gas Starter (TD112) Consumption Nm3 (scfm) 2x 6508 (2x 3828)

Air Starter (TD121) Consumption Nm3 (scfm) 2x 5460 (2x 3212)

Lower pressure starters, at 6 bar (90 psi) operation pressure, are available upon request.

The required starting air/gas volume will depends on total cranking time of the engine. The normal start cycle includes a 20 second purge time before fuel is allowed to enter the engine. This purges the exhaust system and reduces the risk of exhaust explosions.

If air will be used for engine start, compressor and air receivers should be sized accordingly to the air consumption and possible/required start attempts. Six start attempts are recommended. Two independent receivers with 50% of the total required air capacity are recommended.

For load acceptance within the starting sequence, please see engine-loading strategy within this document. Flexible connections must be installed for starter inlet piping and starter exhaust piping. The flexible connections are in the Caterpillar standard scope of supply.

Avoid any particle or dirt entering the starter, as this can reduce starter life and/or failure can occur.


G16CM34

Supply Pressure bar (psi) 10 (150)

Starting media Air, Natural Gas, Pipeline Gas Minimum media temperature C (F) - 40 (-40)

Maximum media temperature C (F) 79 (174.2)

Oil viscosity and temperature are significant factors in the amount of torque needed to crank the engine.



Engine Barring Device The GCM34 engines are equipped with a remotely controlled barring device

to turn the engine slowly for maintenance purposes. The turning device requires 10 bar (150 psi) clean, dry compressed air.

Danger! Do not use natural gas to operate the engine baring device.

Ensure adequate piping sizing to guarantee required air flow. The air supply of the barring device also includes an inline lubricating device (oiler) to improve performance of the gear. The oil reservoir must be filled with lubricating oil when the barring device is used. Engine lube oil type can be used for this application.

Air hoses for the remote control are in the Caterpillar standard scope of supply.


G16CM34

Supply Pressure, Minimum bar (psi) 6.2 (90)

Supply Pressure, Maximum bar (psi) 10 (150)

Starting Media Dry Air Maximum Media Temperature C (F) 55 (131)

Oil viscosity and temperature are significant factors in the amount of torque needed to turn the engine.



Engine Electric

Engine Speed Governing The engine speed-governing feature is used to control (govern) the engine

speed to the desired engine speed. Speed governing is accomplished by varying the fuel delivered to the engine. It uses a closed-loop PID algorithm to determine the necessary input energy-flow (the amount of energy supplied to the engine by the SOGAVs) to meet the current engine speed and load requirements.

Fuel Flow Calculation The fuel-flow calculation feature calculates the fuel command, and both

mass and volume of the fuel-flow. The fuel-flow command is used to calculate the SOGAV duration, while the other fuel-flow values are used to control the air-fuel ratio and limit the engine power and torque output. The fuel-flow calculations can operate in either open- loop or closed-loop mode.

Open-Loop Fuel-Flow Calculation In open loop mode, the fuel command and fuel-flow values are calculated

directly from the governor output, with the assumption that the fuel-flow commanded is equal to the actual fuel-flow.

Closed-Loop Fuel-Flow Calculation When the engine control system is operating in closed-loop air-fuel mode,

feedback of the combustion burn-times is used to determine the correction factor. This corrects the errors in the fuel-flow calculation resulting from changes in the fuel constituents or any other error, which may have lead to incorrect fuel-flow values. That is important because fuel-flow errors will result in errors in the actual air-fuel ratio and can adversely affect engine performance.

Engine Control and Monitoring

Engine Control Module (ECM) The ECM is an ADEM III (Advanced Digital Engine Management) based

control platform mounted on the engine frame and used to operate a GCM34 engine. This system contains all components and functions needed to optimally run the engine. It consists of following systems:

Engine governing system Ignition control system Air/Fuel Ratio control system Engine protection and monitoring system Detonation protection



Parameters Management

Caterpillar Electronic Technician (Cat ET) The Cat ET allows operators to configure the PL1000E parameter, view

engine parameters and diagnostic codes for troubleshooting through your laptop computer. Contact your Caterpillar local dealer for more information about this communication tool.

PL1000E Communication between the ADEMIII system and a remote control system

is possible with the PL1000E; it translates the system tags from CDL to Modbus. The PL1000E resides in the LCP.

SCADA Interface All data in the engine PLC are available for the SCADA system. It is

recommended to use the metric or English scaled tags as listed in the control system specification manual. The base tags and data flow diagram are also included in this manual.



Local Control Panel The system includes a PLC based Local Control Panel (LCP) and a blank

sub panel for the compressor control system. Purchasing and installation of compressor control system components is not included in the standard LCP but available as an option. The LCP is a two door NEMA 4 72 x 72 x 12 front access, stainless steel enclosure with sub panels for the engine and the compressor control system. The enclosure is equipped with 12 legs and an operator interface for displaying operating parameters and system messages.

The standard system requires a 24 V DC auxiliary power source. A 120 V AC version is available as an option.

The following will be in the scope of control of the engine PLC:

All devices on the auxiliary skid All factory install devices mounted on the engine All ADEM III interfacing (including parameters over the Caterpillar Data

Link)

All device on the GRU Inlet air filter monitoring Crankcase ventilation unit Jacket water cooling fans (quantity of fans varies with location)

Network Communication The GCM34 LCP uses an Allen-Bradley Logix platforms, which provides

single integrated control architecture for discrete process, and safety control. The Logix platforms provide a common control engine, programming software environment, and communication support across multiple hardware platforms. These controllers offer the benefits of the Common Industrial Protocol (CIP) to communicate via EtherNet, ControlNet, and Modbus networks.

Ethernet Engine control will require the use of six following IP addresses:

ControlLogix Ethernet bridge (1756-ENBT) card PanelView Plus HMI PL1000E MVI56-MNET I/P MVI56-ADMNET (only required when remote monitoring is installed) Laptop (or Router if remote monitoring is installed)

If the PLC is to be on the customers network, then it will be the responsibility of the customer to assign the IP addresses. If the unit is not



connected to a customer network, then see description in the technical specification.

Modbus Data from the engine control modules (ECM) will be read using the Prosoft

MVI56-MNET Modbus module for the ControlLogix. The MNET module resides in the ControlLogix Chassis and communicates via Modbus to the Caterpillar PL1000E communications gateway. The PL1000E communicates with the Caterpillar ECMs using the Cat Data Link (CDL). PL1000E data address will be Node 1. The PL1000E actually uses two modbus addresses, one address for the web server data and one address for the data that is produced over the modbus link. Node 1 refers to the data that is produced over the modbus link. For configuration purposes, refer to the specification manual.

ControlNet All inputs and outputs of the auxiliary skid and MCC will be read over a

ControlNet network which consists of following components:

ControlLogix ControlNet bridge (1756-CNB) card will be Node 1 Auxiliary Skid Flex I/O adapter ControlNet (1794-ACN15) will be Node

4

MCC mounted I/O will be Node 5 (provided by customer) Wiring

For operation, the customer shall complete the wiring system. The engine and its operating components shall be hardwired to the power supplied. All PLC digital and analog I/Os shall be wired as described below. A wiring mistake will cause the system to fail.



Cable Plan Diagram (Example Only)



Cable Plan Description (Example Only) Engine mounted Terminal Box to the LCP

Refer to the Cable Plan Diagram. The Engine Terminal Box includes 6 DIN89280-3-24 and 1 DIN89280-3-18 threads for safety connection of 7 cables. The implementation of the wiring connection between the Engine Mounted Terminal Box and the Local Control Panel (LCP) is not within the Caterpillar scope of supply. Therefore, the customer shall choose the correct type of cable for their connections, the wires in each cable, and the DIN thread through which the cable will be connected according to our submitted technical documents. The following implementation is only an example and shall be used only for information purposes.

Cable 1: Engine Power

o Minimum of 8 stranded copper conductors o Minimum of 10awg (5,27mm), not to exceed 150ft o Minimum 600V o TFFN or better

Cable 2: Digital I/O for Engine Terminal Box

o Minimum 26 stranded copper conductors o Minimum 16awg (1,31 mm) o Minimum 300V

Cable 3: Cat Data Link

o Belden 8719 or equivalent (Cat part number 123-2376) Cable 4: CAN Data Link

o Northwire Inc. FJ1939182-005 or equivalent (Cat part number 153-2707)

Cable 5: Thermocouples

o K type thermocouple cable o Minimum of 2 pairs

Cable 6: Analog Signal Triads

o Minimum of 5 stranded copper triads (3 wires, shielded) o Minimum of 18awg (0, 82 mm) o Minimum 300V

Cable 7: Analog Signal Twisted Pair

o Minimum of 3 stranded copper twisted pairs (2 wires, shielded) o Minimum of 18awg (0, 82 mm) o Minimum 300V

Note: The 7 DIN threads are standard and could be extended from Caterpillar, if required. The numbers of spare wires are up to customer.



Local Control Panel to Field Devices Cable 1: EStop


Cable 2: Low Oil Level


Cable 3: Gas Fuel Filter (Option)

o Minimum 2 stranded copper conductors o Minimum 16awg (1,31 mm)

Cable 4a: Fan Vibration Analog Signal Twisted Pair (Option)


Cable 4b: Fan Vibration Analog Signal Twisted Pair (Option)


Note: Assuming 2 jacket water cooling fans

Cable 5: Engine Vibration Analog Signal Twisted Pair (Option)


Cable 6: Engine Drive End Vibration Digital Input (Option)


Cable 7: Engine Non Drive End Vibration Digital Input (Option)


Note: If the packager installs a junction box, then the number of cables and conductors will vary depending on which signals are routed into the junction box.



Local Control Panel to Auxiliary Skid Cable 1: DC Power

o Minimum of 2 stranded copper conductors o Minimum of 12awg (3,31mm), not to exceed 200ft o Minimum 600V o TFFN or better

Cable 2: ControlNet

o RG-6 Quad Shield Coax (Belden 3092A or equivalent Local Control Panel to Fuel Skid

Cable 1: Digital Outputs




Local Control Panel to Air Filters Cable 1: Analog Signal Triads

o Minimum of 2 stranded copper triads (3 wires, shielded) o Minimum of 18awg (0, 82 mm) o Minimum 300V



Note: Assuming 2 air filters

Local Control Panel to MCC Cable 1: ControlNet

o RG-6 Quad Shield Coax (Belden 3092A or equivalent



List of Wires for a GCM34 Application Abbreviations:

EMTB = Engine Mounted Terminal Box

LCP = Local Control Panel

MCC = Motor Control Centre

Aux Skid = Combined Module Auxiliary Skid

Field = Field Mounted Device

Fuel Skid = Fuel Skid Terminal Box

Air Filters = Air Filters Mounted Device

LCP - Comp = Compressor sub-plate mounted in Local Control Panel

GCM34 to LCP

From To Size AWG

Wire Details Description

LCP X7-1 EMTB X7-1 #10 600V, TFFN Engine 24VDC power wire








LCP X5-26 EMTB X5-26 #16 300V,TFFN Start Solenoid Relay + LCP X5-25 EMTB X5-25 #16 300V,TFFN Start Solenoid Relay -

LCP X5-24 EMTB X5-24 #16 300V,TFFN Turning Gear Engaged Switch -

LCP X5-1 EMTB X5-1 #16 300V,TFFN ECM Estop + LCP X5-2 EMTB X5-2 #16 300V,TFFN ECM Estop - LCP X5-11 EMTB X5-11 #16 300V,TFFN Off / Reset LCP X5-18 EMTB X5-18 #16 300V,TFFN Run Relay LCP X5-19 EMTB X5-19 #16 300V,TFFN Crank Terminate Relay



From To Size AWG


LCP X5-20 EMTB X5-20 #16 300V,TFFN Engine Failure Relay LCP X5-21 EMTB X5-21 #16 300V,TFFN Engine Alarm Relay LCP X5-28 EMTB X5-28 #16 300V,TFFN ECM Power Derate - LCP FU407 EMTB X5-27 #16 300V,TFFN ECM Power Derate +

LCP X5-17 EMTB X5-17 #16 300V,TFFN ECM Prelube command -

LCP FU406 EMTB X5-16 #16 300V,TFFN ECM Prelube command +

LCP X5-15 EMTB X5-15 #16 300V,TFFN ECM Gas Shutoff Valve Command -

LCP FU405 EMTB X5-14 #16 300V,TFFN ECM Gas Shutoff Valve Command +

LCP X5-13 EMTB X5-13 #16 300V,TFFN ECM Start Solenoid Command -

LCP FU404 EMTB X5-12 #16 300V,TFFN ECM Start Solenoid Command +

LCP FU-604 EMTB X5-8 #16 300V,TFFN Start Command to ECM LCP FU-605 EMTB X5-7 #16 300V,TFFN Stop Command to ECM LCP FU-606 EMTB X5-9 #16 300V,TFFN Auto Command to ECM

LCP FU-607 EMTB X5-5 #16 300V,TFFN Normal Stop Command to ECM

LCP FU-608 EMTB X5-4 #16 300V,TFFN Driven Equipment Ready Command to ECM

LCP FU-609 EMTB X5-6 #16 300V,TFFN Idle/Rated Command to ECM

LCP FU-610 EMTB X5-10 #16 300V,TFFN Grid On/Off Command to ECM

LCP FU-611 EMTB X5-3 #16 300V,TFFN Timing Command to ECM

LCP X5-31 EMTB X5-31 #18 Engine Speed MPU -

LCP X5-32 EMTB X5-32 #18 Engine Speed MPU Signal

LCP X5-33 EMTB X5-33 #18

Shielded, Stranded,

Copper Triad Engine Speed MPU +

LCP X13-7 EMTB X13-7 #18 J1939 + (CAN High

LCP X13-9 EMTB X13-9 #18

J1939 cable - CAT# 153-2707 or Northwire

Inc. FJ1939182-005

J1939 - (CAN Low))



From To Size AWG


LCP X13-5 EMTB X13-5 #16 CDL - (not to exceed 100ft)

LCP X13-3 EMTB X13-3 #16

Shielded, Stranded,

Copper Twisted Pair (Cat part #

123-2376 or Belden 8719)

CDL + (not to exceed 100ft)

LCP X5.1-1 EMTB X5.1-1 #18

LCP X5.1-2 EMTB X5.1-2 #18

Shielded, Stranded,

Copper Twisted Pair

Prechamber Gas Pressure Regulator Command from ECM

LCP X5.1-3 EMTB X5.1-3 #18

LCP X5.1-4 EMTB X5.1-4 #18

Shielded, Stranded,

Copper Twisted Pair

Main Chamber Gas Pressure Regulator Command from ECM

LCP FU-706 EMTB X5.1-16 #18 Charge Air DP + LCP X5.1-15 EMTB X5.1-15 #18 Charge Air DP Signal LCP X5.1-14 EMTB X5.1-14 #18

Shielded, Stranded,

Copper Triad Charge Air DP - LCP X5.1-11 EMTB X5.1-11 #18 LCP X5.1-12 EMTB X5.1-12 #18 LCP X5.1-13 EMTB X5.1-13 #18

Shielded, Stranded,

Copper Triad

HT Water Inlet Temperature (2201)

LCP X5.1-7 EMTB X5.1-7 #18 LCP X5.1-8 EMTB X5.1-8 #18 LCP X5.1-9 EMTB X5.1-9 #18

Shielded, Stranded,

Copper Triad

Intake Air Manifold Temperature

LCP X5.1-21 EMTB X5.1-21 #18 LCP X5.1-22 EMTB X5.1-22 #18 LCP X5.1-23 EMTB X5.1-23 #18

Shielded, Stranded,

Copper Triad

Temperature Compensation

LCP X5.1-17 EMTB X5.1-17 #18

LCP X5.1-18 EMTB X5.1-18 #18

K - Type Thermocouple

cable

A Bank Air Temperature before Charge Air Cooler (7309A)

LCP X5.1-19 EMTB X5.1-19 #18

LCP X5.1-20 EMTB X5.1-20 #18

K - Type Thermocouple

cable

B Bank Air Temperature before Charge Air Cooler (7309A)

LCP X5.1-5 EMTB X5.1-5 #18

LCP X5.1-6 EMTB X5.1-6 #18

Shielded, Stranded,

Copper Twisted Pair

Engine Speed Reference

EMTB X5.1-6 EMTB X7-8 #18 300V,TFFN Jumper Speed Ref (-) to DC(-) in EMTB

LCP FU-137 Common Field #16 300V,TFFN Station E-Stop dry contact 24VDC+



From To Size AWG


LCP TB-137 N.C. Field #16 300V,TFFN Station E-Stop dry contact

LCP TB-415 N.C. / N.O.

Field #16 300V,TFFN Low Oil Level Input (0 = Shutdown)

LCP FU-415 Common Field #16 300V,TFFN Low Oil Level Switch +

Auxiliary Skid to LCP

From To Size AWG


LCP FU-116 Aux Skid 24VDC(+) #12 600V, TFFN Aux Skid 24vdc power wire

LCP TB-2 Aux Skid 24VDC(-) #12 600V, TFFN Aux Skid 24vdc power wire

Fuel Skid to LCP

From To Size AWG


LCP TB-126 Fuel Skid

TB-5 #16 300V,TFFN Main Chamber Fuel Vent Valve +

LCP TB-2 Fuel Skid

TB-6 #16 300V,TFFN Main Chamber Fuel Vent Valve -


TB-1 #16 300V,TFFN Main Chamber Fuel Block Valve +

LCP TB-2 Fuel Skid

TB-2 #16 300V,TFFN Main Chamber Fuel Block Valve -


TB-7 #16 300V,TFFN PreChamber Fuel Vent Valve +

LCP TB-2 Fuel Skid

TB-8 #16 300V,TFFN PreChamber Fuel Vent Valve -


TB-3 #16 300V,TFFN PreChamber Fuel Block Valve +

LCP TB-2 Fuel Skid

TB-4 #16 300V,TFFN PreChamber Fuel Block Valve -


TB-26 #18

Shielded, Stranded,

Copper Twisted Pair

Prechamber Gas Pressure Regulator Command to Fuel Skid


TB-25 #18



From To Size AWG


LCP TB-703 Fuel Skid TB-24 #18

Shielded, Stranded,

Copper Twisted Pair

Main Chamber Gas Pressure Regulator Command to Fuel Skid

Air Filter to LCP

From To Size AWG


LCP FU-713 Air Filter (+) #18

LCP TB-714 Air Filter (-) #18

Shielded, Stranded,

Copper Twisted Pair

A Bank / Single Air Filter DP

LCP FU-715 Air Filter (+) #18

LCP TB-716 Air Filter (-) #18

Shielded, Stranded,

Copper Twisted Pair

B Bank Air Filter DP (Option)

LCP TB-825 Air Filter Signal #18 LCP TB-826 Air Filter Common #18 LCP TB-827 Air Filter Common #18

Shielded, Stranded,

Copper Triad

A Bank / Single Air Filter Temperature

LCP TB-831 Air Filter Signal #18 LCP TB-832 Air Filter Common #18 LCP TB-833 Air Filter Common #18

Shielded, Stranded,

Copper Triad

B Bank Air Filter Temperature (Option)

Compressor to LCP

From To Size AWG

Description

LCP Hardwired Shutdown by Compressor +

LCP FU-146 LCP - Comp #16

(0 = Shutdown)

LCP Hardwired Shutdown by Compressor -

LCP TB-146 LCP - Comp #16

(0 = Shutdown)

LCP FU-133 LCP - Comp #14 Compressor Panel 24VDC+

LCP TB-2 LCP - Comp #14 Compressor Panel 24VDC-



Cooling Fans to LCP

From To Size AWG

Description

LCP FU-316 Field #16 Water Cooling Fan #1 Vibration + (Option)

LCP TB-316 Field #16 Water Cooling Fan #1 Vibration - (Option)





Fuel Gas Filter Value to LCP

From To Size AWG

Description

LCP FU-416 (+) Field #16 Fuel Gas Filter High Level + (Option)

LCP TB-416 (-) Field #16 Fuel Gas Filter High Level Input (Option)

Engine Vibration Transmitter to LCP

From To Size AWG


LCP FU-417 (+) Field #16 300V,TFFN Engine Drive End High Vibration + (Option)

LCP TB-417 (-) Field #16 300V,TFFN Engine Drive End High Vibration Input (Option)

LCP FU-418 (+) Field #16 300V,TFFN Engine Non-Drive End High Vibration + (Option)

LCP TB-418 (-) Field #16 300V,TFFN Engine Non-Drive End High Vibration Input (Option)



From To Size AWG


LCP FU-718 (+) Field #18

LCP TB-719 (-) Field #18

Shielded, Stranded,

Copper Twisted Pair

Engine Vibration Transmitter (Option)

ControlNet to LCP

From To Size AWG


LCP T-Tap T-Tap Aux Skid #18

RG-6 Quad Shield Coax

cat lebw0009-00

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